Method of charging internal-combustion engines



Feb. 17, 1925.

J J. MOORE METHOD OF CHARGING INTERNAL COMBUSTIPON ENGINES Filed Aug. 1920 2 Sheets-Sheet 1.

INVE/VTUR r I f I Feb. 17, 1925.

J. .1. MOORE METHOD 'OF CHARGING INTERNAL COMBUSTION ENGINES Fil d A 23, 1920 2 Sheets-Sheet 2 45 COMPR$5 E0 4 I m E flm/Jg Wm flm Fail l/VVENTUI? My w; A TTORNEYS Pat nted F eb. 17, 1925.

UNITED STATES JESSE J". MOORE, 0F PHILADELPHIA, PENNSYLVANIA.

METHOD OF CHARGING INTERNAL-COMBUSTION ENGINES.

Application and August 23. 1920. Serial No. 405,404.

To all whom z't may concern: 7

Be it known that I, Jnssn J. Moons, a citizen of the United States, residin in the city and county of Philadelphia, tate of Pennsylvania. haveinvented a new and useful Method of Charging InternaLCombustion Engines, of which the following is a specification.

My present invention in its broad and generic scope comprehends a novel construction of an internal combustion engine and a novel method of operating it whereby an increased efficiency is obtained for the amount of fuel consumed.

In internal combustion engines in which the explosive charge is not superheated, a portion only of the fuel is vaporized, the result of which is that a large portion of the fuel is wasted through failure in combustion, a consequent loss of power through inefiicient performance of the engine, and damage to the engine from the liquid fuel being formed past the piston into the oil in the crank case.

In internal combustion engines in which the fuel has been superheated, the specific gravity of the fuel is so greatly reduced by superheating that a given volume of fuel contains a much smaller number of thermal units than when at atmospheric temperature, thus decreasing the efficiency of the engine. The increase in the initial temperatureresults in a higher compression temperature so that there is a greater loss of heat through the cylinder walls when the fuel is introduced into a cylinder at atmospheric temperature. For this reason, engines adapted to use kerosene or other heavier oils show a lower efliciency than when operating with gasolene or other light oils, notwithstanding the fact that kerosene or crude oils are of higher calorific value.

In the ordinary type of internal combustion engines, the suction required to introduce the fuel into the cylinder during the charging stroke, which is sustained throughout the entire stroke, utilizes a. considerable part of the energy of the motor. The suction also creates a vacuum following the piston, in proportion to the speed and throttle, which very greatly reduces the volumetric efficiency of the engine cylinder and causes the oil to be sucked from the crank case into the cylinder, thus producing an excess of carbon with consequent, deleterious operation of the engine.

It is the primary object of my present invention to overcome the foregoing and other defects in the usual types of internal combustion engines.

In accordance with my present invention, the fuel is preferably initially heated to a temperature sufficiently high to properly gasify it and the fuel is then introduced into a cylinder in the usual manner, and in as rich a mixture as it is desirable to make. Consequently the required number oftherinal units for the fuel charge are supplied almost at the beginning of the intake stroke of the engine, during which latter free air is introduced to complete the explosive charge.

It follows, therefore, that my invention. has special advantages over the usual type of internal combustion engines in the following particulars and has in view the fol: lowing objects g (1) By permitting the heating of the fuel to any degree desired to properly and completely vaporize it without materially reducing the specific gravity of the full charge, as the superheated portion of the charge is only a small part of the engine charge, the remainder being supplied from the free atmosphere.

(2) By permitting the superheating of the fuel to a point where the entire fuel is vaporized and thus utilized, avoiding the present waste. I

(3) By vaporizingthe fuel by superheating and thus introducing no liquid into the cylinder to be forced past the cylinders to mingle with the oil and destroy its lubricating qualities and injure the motor by lack of lubrication. This also admits of proper lubrication of the cylinder walls and adds greatly in the proper performance and power of the motor. v

(4) By charging the cylinder with a large percentage of air at atmospheric temperature, the average temperature of the enibe.

tire charge is maintained at a very low deabsence suction eliminates the suction of ducing air or other elements at atmospheric or other ressure from that pomt on, the

lubricating oil into the cylinder to be converted into an excess of carbon with its resulting diiiculties.

(7) By com leting the fuel charge at the beginning of t e charging stroke and introducing air or other elements at atmospheric,

or other pressure from that point on, the volumetric efiiciency of the cylinder is always at all loads and at all speeds, which is bound to produce much more power than the usual type of engine operating under the mostfavorable conditions possible.

My invention further comprehends other novel features of construction and mode of operation, all as will more clearly hereinafter appear in the detailed description For the purpose of illustrating my 1nvention, I have shown in the accompanying drawing a typical embodiment of it by means of which the invention can be advantageously carried out in pract .e. It is, however, to be understood that the various instrumentalities o which my invention consists can be variously arranged and organized and that the invention is not lin ited to the exact arrangement and organization of such instrumentalities as herein set forth.

Figure 1 represents dia ordinary construction an engine cylinder. y igure 2 represents diagrammatically the construction and operation of an engine cylinder embodying my invention during the suction or charging stroke, with the parts in the positions they assume during the admission of th fuel charge.

Figure 3 represents diagrammatically an engine cylinder with the parts in the positions they assume at the next stage of the operation when the free air is admitted to complete the explosive charge.

Figure 4 represents, diagrammatically an engine cylinder with the parts in the positions they assume at the nextstage of the operation after the explosive charge has been compressed by the piston.

Similar numerals of reference indicate corresponding parts.

Referring to the drawings.

In order that my invention may be more clearly understood, I have illustrated in Fig rammatically the operation of an 'ure 1 a conventional type of engine cylinder with the parts in the positions which they assume on the completion of the suction stroke of the iston -the valve 1 having opened to admit the fuel and air into the piston chamber 2 of'the engine cylinder 3, the suction stroke of the piston 4 being completed and the valve 1 having closed. There is a vacuum space above the piston of about one-third of the volume of the piston cham' bar, the remaining two-thirds of such volume containing the explosive charge.

In accordance with my present invention, the fuel is vaporized in any desired manner and the fuel in referably as rich a mixture as it is desira le to -make is introduced through the intake passage 5, see Figure 2, the intake valve 6 opening at the beginning of the suction stroke of the piston 7 so that the entire fuel charge has been admitted into the piston chamber 8 of the engine cylinder 9. The passage 10 is in communication with a source of air su ply, for example, the atmosphere, but the va ve 11 is closed so that such air does not yet pass into the air chamber 12 which communicates by means of a series of ports 13 with the piston chamber 8.

At the next stage of the operation. the parts appear as seen in Figure 3, the piston aving completed its suction stroke, the valve 6 being closed and the valve 11 open. The fuel which fills one-fifth of the piston chamber at the outer end portion of such chamber has now the remaining four-fifths filled with free air, and there is no vacuum in the piston chamber.

At the next stage of the operation the ex plosive charge is compressed by the piston and the charge is exploded in the usual manner by the spark formed by the spark plug 14 and the cycle of the engine is complete The fuel intake valve 6 and the air intake valve 11 are engine driven in any desired manner and so timed that they are actuated at the proper times. The construction illustrated is conventional only. and the air intake valve may be a suction operated valve located at the proper point in the engine cylinder to produce the action herein explained.

In some 'cases arising in practice it is not necessary to vaporize the fuel and the fuel can be introduced into the en ine cylinders in a liquid form or a partiafily vaporized form or in a completely vaporized form. It is to be understood that while I have referred to the introduction of air into the engine cylindersafter the fuel has been introduced that I do not wish to be limited to the use of air as any other agent which will mix with the fuel to form an explosive charge can be employed and I do not desire to have the term air receive such interpretation, as I do not desire to be limited specifically to air. This air may be introduced under any desired degree or standard of pressure and after it has been introduced it will be understood that the explosive charge fills the entire piston chamber of an engine cylinder and there is not resent any vacuum or space which is not filed with the explosive charge.

It will now be apparent that I have devised a novel and useful construction of a' method of charging internal combustion engines which embodies the features of advantage enumerated as desirable in the state h ment of the invention and the above descrip' tion, and while I have, in the present instance, shown and described a. typical embodiment of it which will give in practice satisfactory and reliable results, it is to be understood that such embodiment is susceptible of modification in various particulars without departing from the spirit or scope of the invention or sacrificing any of its advantages.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. The method of charging an internal combustion engine, which consists in introducing the entire fuel charge into an engine cylinder in a vaporized condition during the beginning of the intake stroke of the piston, and progressively introducing during the rest of the'intake stroke air into such cylinder below or. inwardly of the fuel charge to till the remaining space in such cylinder prior to the completion of the intake stroke of the piston.

2. The method of charging an internal combustion engine, which consists in introducing the entire fuel charge into the engine cylinders in a vaporized condition by and during the beginning of the suction stroke of the pistons, and continuously and progressively introducing during the rest of the suction stroke air into the engine cylinder below the fuel charge to mix with the fuel charge and form an explosive charge filling the piston chambers on the completion of the suction strokes of the pistons.

JESSE J. MOORE. Witnesses:

E. HAYWARD FAIRBANKS,- G. D. MOVAY. 

